Store-service apparatus



(No Model.) 3 Sheets-Sheet 2.

L. G. BOSTEDO. STORE SERVICE APPARATUS.

Patented Nov. 17, 1885.

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WI M TNESSS ATTORNEYS.

N. PETERS. PhomLimqgmpnr. Wnhingmn. D. (L

3 Sheets-Sheet 3.

(No Model.)

L. G. BOSTEDO.

STORE SERVICE APPARATUS.

Patented Nov. 17, 1.885.

INVENTOR:

BY ATTORNEYS s 5. .m .u 0 3 A m W 3 ----vAIl/p/ .H l ...|IIIIX||||| W M@ .W @MJ Nv PETERS. PmwLimographer, Washingion, D. u

UNITED STATES PATENT OFFICE.,v

LOUIS GARDNER BOSTEDO, OF ATLANTIC, IOVA.

STORE-SERVICE' APPARATUS.

SPECIFICATION forming part of Letters Patent No. 330,553l dated November 17, 1885.

(No model.)

To all whom t may con/cern.-

Beit known that I, Louis GARDNER Bos- TEDo, of Atlantic, in the county of Cass and State of Iowa, have invented a new and Improved StoreService Apparatus, of which the following is a full, clear, and exact description.

My invention relates to store service apparatus in which overhead tracks and switches and cars are used to transfer goods and money from salesmens counters to the wrapping and change counters and back to the salesmen.

The object of the invention is to facilitate these transfers, and more especially to provide for using a larger number of cars over the tracks,and running them automatically to a larger number of stations situated at either side of the main track, or on tracks branching therefrom, than has heretofore been practicable.

The invention consists in certain novel features of construction and combination of parts of the store-service apparatus, all as hereinafter fully described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the gures.

Figure 1 is a perspective View of portions of the main line and branch tracks of my improved store-service apparatus, with the transfer-car in the act of closing the switch or gate to cause the ear to pass from the main track onto the branch track. Fig. 2 is a perspective view of portions of the main'and branch tracks at the switch, and showing the switch open. Fig. 3 shows in sectional plan view a modification of the switch as arranged when the main-track hangers are on the same side from which the branch track passes. Fig. 4 is a perspective view of the receiving-elevator'and part of the track, and the pull-cords by which the elevator is operated, and shows also in dotted lines the elevator and car in lowered position. Fig. 5 is a perspective view of the forwarding-elevator and the adjacent portion of the track, and shows in dotted lines the elevator and car lowered. Figs. 6 and 7 are detail views of parts of the track and transfer-car, and Figs. 8. and 9 are detail views of modifications of the car-retainers at the receiving-elevators.

The letter A indicates the inclined main track. B is an inclined side or branch track, and C is the switch or gate by means of which the 'transfer-cars D may be run onto the branch track from the main track at any predetermined switch, to convey the baskets or trays E, hung from the car-frame, to the proper place in the store, as hereinafter more fully explained.

The tracks A B are supported overhead from the ceiling by means of suitable hangers, a, and at the switches I prefer to connect the tracks A B by means of an arched bar, Zz, which at this point supports the branch track B from the track A, and maintains the tracks A B in proper relative positions to insure the correct action of the switch or gate C, which is pivoted at c to the branch track B, and is adapted to close at its pointed end c against the side of the main track, so that the cars D will run therefrom onto the branch track. The ears D consist of a metal frame, d, to which Wheels ZL-preferably two wheels-are journaled, said frame d having hooks d at its lower end, from which the merchandise carrying baskets E are suspended by their bails e, so as readily to be lifted or detached from` the car, or the baskets may be fixed to the car-frame, if desired. To the frame d of the car are fixed horizontally-projecting arms F, which serve, primarily, by their upturned outer ends, f, which stand at the opposite side of the tracks A or B from that facing the car-frame, to prevent derailment of the cars, (see Fig. 6;) but these arms F also have important functions to perform relatively to the receiving and forwarding elevators at the sales-counters, and as hereinafter more fully explained.

The drawings show the car-frame d made with two pendent arms, d3, from Whichthe basket E is hung, and also show an arm, F, xed to each of the arms di' of the car-frame; but when the frame is otherwise formed-with a single pendent arm, for instance-but one of the arms F will be used, and will be fixed to the single arm d3 in the above-described relation to the tracks. If desired, the arm or arms F of the car-frame may be fitted with an anti-friction roller, f', on the end f, so as to bear on the side of the tracks A B nearest the track-hangers, and an anti-friction roller, f2, may also be fitted to the arm, so as to bear against the under side or lower edge of the track, as shown in Fig. 7. To the framed ofthe carD is fixed a trip-plate, G, with its inclined edge g outward and its point facing the direction of movement of the car, said trip-plate acting with a lever to automatically close the proper switch to guide the car onto its particular branch track to its destination, as presently explained.

rlhe letter H indicates alever, which is fulcrumed or pivoted at h to a plate, H, which is supported, preferably, from the main track A by an arched bar or rod, a', and at the side of the main track with which the branch track B is to be connected by the switch C. (See Figs. 1, 2, and 3.) The end of lever H farthest from the switch C is provided with a trippin, I, and the opposite end, h', of the lever is adapted to act against the switch C to close it to or against the main track A when the lever H is swung on its pivot h by the action of the wedge trip-plate G on the pin I as the car D approaches the switch, and as shown in Fig. 1. The switch C has a tail-piece, J, which, when the switch is closed, as last above described, projects through a slot, b', of the branch track B and presents an inclined edge, j, against which the pendent arm d3 of the carframe comes in contact as the car runs fairly onto the branch track B, so that as the car, after pushing the end h of lever H back from the switch C by its frame, passes by the tail-piece the latter will be pushed backward orinward by the car-frame to automatically open the switch again-and leave the main track clear, as in Fig. 2. A stop pin or lug, h2, may be fixed in the supporting-plate H to limit the throw of the lever H as the switch opens, and a light spring, h3, may be xed `to plate H', so as to bear on the lever to assist the car-frame in opening the switch; but the stop-pin h2 and spring h3 are not essential to the successful op-A eration of the switch opening and closing devices.

When the track B branches from the main track A at the side opposite that to which the hangers a are attached to track A, as in Figs. l and 2, the track A will be provided with an upper diagonal slot, K, through which the back flanges ot' the car-wheels d may pass, and the track A will be provided in itslower edge with a diagonal slot, K, through which the end parts, f, of the arms Fon the car-frame may pass as the car runs onto the switch. I provide the switch at its end c with a facelug, k, which enters a slot, k, in the side of the track A as the switch closes, and prevents overstraining of the pivot-joint at c of the switch with the branch track B by the weight of the car and basket; and to give further support to the switch a bevel-edged plate or block, k", may be fixed to the track A, so that Vthe lower edge of the switch may ride 'onto said plate k2 as the switch closes. The slot K and the lug and slot k k are shown and described in another application for Letters Patent previously made by me,wherein also a switch or gate, C, unprovided with a tailpiece, J, is represented.

-Vhen the track B branches from the main track A at the side next the hangers a of the main track, as in Fig. 3, the pendent arms d of the carframe will of course run at the side of the track A opposite that against which the switch closes, and to allow the car to pass from the main track Aonto the switch and thence to the branch track B, I cut the main track clear through, so as to form a slot or opening at L next the back of the switch, through which slot L the carframe arms d3 pass as the car runs onto the switch when the switch is closed, as in full lines in Fig. 3, and in this case the trip-plate G will be fixed to the car-frame, so as preferably to extend beneath the track Ato act by its inclined edge g on the pin I of lever H for closing the switch, and in this case also the switch O, while being pivoted to the branch track B at c, will have a pivoted connection at c with the end of the separately-formed tail-piece J, which is pivoted at c2 to the branch track B, so that when the switch G is closed to track A by trip-plate G and lever H the inclined edgej of the tailpiece J will be projected from track B between the tracks A B, as in full lines in Fig. 3, and so that as the car D passes onto the track B from the switch C the car-frame will strike thc tail-piece and push it outward to open the switch again, as in dotted lines in Fig. 3, 4and leave the main track A clear. With the tracksA A B arranged asin Fig. 3 the upturned end' parts, f, of the arms F on the car-frame aid the car-wheel flanges to guide the car onto the switch.

It is obvious that any particular car, D, willl with more than one trip-plate G, to act on corresponding pins,I,on levers H at the proper switches, each car D will automatically close only that switch or switches leading from the branch tracks on which said car is to run. Consequently, by my system the cars D will runr by their gravity clear to the farther end o f the main track A, where a receiving station' or elevator may be placed,or to stations on a track, B, branching from the main track A, or to stations on tracks branching from the branch track B, or to'tracks branching from these lastnamed branches; in fact, the cars may be caused to move to any predetermined part of a large store from one place, and may travel over switches to the right or left hand, and on curves'of inclined tracks having anyA radius, as will readily be understood.

I next will describe the receiving-elevator IOO IIO

at the salesmens counter, onto which elevator the cars and baskets pass as they return from the wrapping and change counter, and with special reference to Figs. 4, 8, and 9 of the drawings. This -receivingelevator M is arranged at the end of the downwardly-inclined track at each of the counter stations, and, for example, at the end of a track,A', in Figs. 4, 8, and 9, and the elevator consists, mainly, of abar, M', attached to bent hangers M2, which have upper parts, m2, adapted to enter eyes n of a frame,N,which is iixed at one end to the last hanger, a, of the track A', and at the other end to abar, a?, fixed to the ceiling. Ropes O, connected to the upper ends of the hangers M, pass over pulleys o, thence to pulleys o', and thence downward, and, preferably, arejoined to or connected with a single rope, O', which hangs down within reach of the salesman,and has attached to it a couple of rings, o2 o3, the ring o2 being engaged with a hook, O2, on the shelving or counter when the elevator is fully raised, to hold it so, and the ring o3 being engaged with the hook O2 to support the elevator in a position low enough to conveniently take the wrapped parcels from the basket E and remove the car bodily from the elevator. The pulleys o o' may bejournaled to any suitable hangers, 04,pendent from the ceiling. The opposite ends of the bar M', which bar forms a continuation of the track A' when the elevator is raised, are cut away or shouldered from the top, whereby end stops, m' m', are formed, which strike the ends of the track A' and bar a2 to limit the rise of the elevator when its bar M' comes into line with the track, as in full lines in Fig. l4. To a cross-bar, M3, connected to the bars M'l of the elevator, is pivoted at p a bar, P, which passes through a lower cross-bar, M4, of the elevator, and is bent outward to form an arm, 1)',which lies in the path of the frame of a car passing onto the elevator from the track A', and to the bar P and one ofthe bars M2 are attached the opposite ends of a spring, P', which tends to draw the bar P into the position shown in full lines in Fig. 4. The bar P thus forms an elasticallyheld buffer, which, when the advancing car D passes onto the elevator with considerable momentum, acquired by its travel on the inclined track A', is struck by the car-frame and forced forward to the position shown in dotted lines in Fig. 4,to relieve theshock and prevent jarring the goods from the car-basket, and a spring-hook, PZ, fixed to the cr0ss-bar M*,then locks behind the bar P, to hold it in the for ward position. This hook P2 is to be released from the bar P by the salesman after the elevator is lowered, except when there is a second car on the way to the elevator over the track A', or, rather, when said second car is stopped at the end of the track when the elevator is lowered, as presently explained. To the side of the track-bar M' of the elevator is pivoted at r the gravity-latch R, which has a slot, r', through its forward end, through or into which slot a pin, r2, xed in the bar M',

passes to limit the downswing of the latch on its pivot r, and allow the latch to be lifted by contact of the arms F on the car-frame with the lower inclined edge of the latch, and so that as the buffer-bar P is forced fully forward by the forward arm, d3, of the car-frame the raised latch R will be free to fall behind the rear arm, d, of the car-frame, whereby the car will be locked in place on the elevator between the bent end p' of the buffer-bar P and the latch R, which will allow the elevator to be lowered without danger of the car running off of it either way, and as will be understood from the lower dotted position of the elevator and car in Fig. 4. `To the track A' is pivoted at s a horizontally-ranging bar, S, on which is' fitted a stop-block, T. The preferred arrangement of the bar and block S T when the cars D approach the elevator M over a long line with considerable momentum is shown in Fig. 4, wherein the block T is fitted loosely on the bar S, so as to slide thereon, and on the bar is placed a spring, S', which is connected at one end to the pivoted end of the bar, and at the other end is attach ed to the block T, and tends to draw the block backward or towardy the pivot of the loar S. In the elevator-track bar M' is Xed a pin, t, which, when the elevator is raised to the track, as in full lines, Fig. 4, lifts the forward end ofthe bar S, so as to raise the block T and prevent the arm F on the approaching ear D striking the stop-block T, so that the car will run forward onto the elevator; but should the elevator M be lowered from the track A' the bar S will fall until it rests on a pin, t', fixed in the track, so that the arm F on the approaching car then will strike the lowered block T, and will loe stopped thereby, so as not to run off the end of the track. As the car-frame arm F strikes the block T the spring S' will be stretched or put in tension, and will allow the block T to yield to the car, so as to avoid excessive shock and prevent jar of the goods from the basket E, carried by the car. A latch, R', pivoted to the track A' at 1', and held at its other end by a pin, r2, in the track, passing through a slot, r', of the latch, will be raised by the arms F of the car-frame as the car passes it to strike the lowered stopblock T, and as the rearward pendent arm d3 of the car-frame passes a spring, U, fixed to the forward end of the latch R, the latch will fall,and the recoil or reaction of the bar-spring S' will draw the block T backward, so as to clampthe car-frame arms d3 d3 between the stop-block T and the spring U on latch R'. The tension of the spring S' is greater than the tension of spring U; hence the spring U is held in tension by the back pull ofthe spring S drawing on the car-frame. Consequently when the lowered elevator M (the former car having been removed from it) is raised to the track A', as in full lines, Fig. 4, and the pin tof the elevator raises the bar S from the pin t' in the track to lift the stop-block T from in front oi' the forward bar, d3, of the car-frame, the spring U will immediately expand againstthe car- IOO IIO

frame and will automatically force the car forward onto the elevator.

It will be understood that when the elevator is down and a second ca-r is awaiting the rise of the elevator, so as to be forced onto it by the spring U, as above described, the spring hook or latch p2 will not be tripped by the salesman to release the buffer-bar P to allow the spring P to draw it back to the position shown in full lines in Fig. 4; hence the bufferbar then will be retained in the position shown in dotted lines, and for two reasons: First, the forward momentum given the car by the spring U in pushing the car onto the elevator would not be sufficient to force the buffer-bar 'forward by the car to its dotted position against the tension of the spring P; and, second, the momentum given the car by the spring U is only about sufficient to carry the loaded car forward onto the elevator; hence no bufferstop is required in the elevator.

Figs. 8 and 9 illustrate, respectively, the raised and lowered positions of the elevatortrack bar M and the stop bar and block S T, and in these views the buffer-spring SI is dispensed with andthe stop-block Tis fixed to the bar S in a simpler arrangement adapted to situations where the track A is short and the cars D acquire but little momentum as they approach the elevator M. When the bar and block S T in Figs. 8 and 9 are employed, the track-latch B may be used or not, as desired. As shown in Figs. 4, 8, and 9, I prefer to arrange the main portion of the bar S and the stop-block 'I thereon in a recess, a3, formed in the side of the track A.

The forwarding-elevator V, represented in Fig. 5, and by which the cars are dispatched from the sales-counter to the wrapping-counter comprises a track-bar, V, held to hangers y V2 V2, which have upper end portions, 'v2 o2,

adapted to enter eyes or bearings fw w of a cross bar or frame, IV, held at one end to the hanger a, neXt to the end of the forwardingtrack A2, and at the other end to a bar, a3, pendent from the ceiling. The outer hanger, V2, is the shorter of the two elevator-hangers, so that the elevator-track bar V is held rigidly at an incline downward and forward toward the track A2 when the elevator is raised, as in full lines, to allow a car, D, to pass from it onto the track. A cross-bar, V3, connects the hangers V2 V2 to stiffen the elevator. The ends o o of the track-bar V are adapted to strike the low-er end of the bar a3 and the end ofthe track A2 as the elevator is raised to the track. Iwill use ropes. O O with the elevator V, and arranged to run over pulleys near the ceiling, and to have a pull-cord and rings O cica-substantially as herein before described for the receiving-elevator M-for raising and lowering the forwarding elevator. To the track-bar V of elevator V, and at the outer or high end of the bar, I

.pivot, at r, a gravity-latch, R2, having a slot, r', through which a pin, r2, on the bar passes, and when the elevator is lowered, as

in dotted lines, a lock bar or lever, X, which is pivoted at x to the track-bar V', will drop at its downwardly-bent end a," andrest on a pin, x2, fixed in the track-bar, and so its end m will be struck by the arm F of the forward pendent arm, d3, of the car-frame about at the time the latch R2 drops behind the arm F of the rear arm, d3, of the car-frame, so that when the car is run onto the track-bar from its high end it will be locked between the lever X and latch R2, as shown in dotted lines in Fig. 5. The latch B2 is not essential, as the incline of the elevator-track bar will hold the car against the lever X; but I prefer to use both the lever and latch, as shown and above described.

When the elevator V, with the car D thereon, is raised to the track A2, the forward end, at, of the lever X will be struck by a pin, 1, xed in the track A, whereby the end of the lever will be raised above the arms F on the carframe and the car will run from the inclined elevator-track V onto the more graduallyinclined track A2 toward its destination, the incline of the track V being sufficient to give the necessary initial impetus to the car.

By the use of the pulleys o o with the cords O the receiving and forwardingl elevators, especially the latter, can be lifted quite near the ceiling to the tracks.

In my system there are no stationary rods, or anything whatever, extending down to the counters, or far enough down to be in the way of the salesmen or to occupy valuable space. Furthermore, the baskets or cars are not limited to any given size; but with the same IOO tracks, switches, and elevators various sizes of baskets or cars may be used, and the cars may be made with wheels having a central c1 rcumferential fiange to run between two parallel tracks on which the wheels run; or the cars may have separate flanged opposite pairs' of wheels to run on top of a single rail or track. l

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In store-service apparatus, the combination, with a main track, A, and branch track B, of a switch, C, pivoted. to the track B, and adapted to close against the track A, a lever, as at H, pivoted adjacent the switch and adapted by its one end to close the switch to track A, and provided at its other end with a pin, I, and a trip-plate, as at G, on the car positioned to strike the pin I to automatically close the switch, substantially as herein set forth.

2. In store-service apparatus, the combination, with a main track, A, and branch track B, of a switch, C, pivoted to the branch track B, and adapted to close against the track A,

and said switch having a connected tail-piece, as at J, which, when the switch is closed, projects by its inclined edge into the path of the car taking the switch, substantially as specified, whereby the switch will be opened automatically by the passage of the car onto the branch track, substantially as herein set forth.

3. In store-service apparatus, the combination, with a main track, A, and branch track B, of a switch, C, pivoted to the track B and adapted to close against the track A, and said switch C having a connected tail-piece, as at J,'which, when the switch is closed, projects by its inclined edge into the path of the car taking the switch, a lever, as at H, pivoted adjacent the switch and adapted by its one end to close the switch to track A, and provided at its other end with a pin, I, and an inclined trip-plate, G, on the car positioned to strike the pin I, substantially as specified, whereby the proper switch C will automatically be closed to the main track by the passing car, and will automatically be opened by the car as it runs onto the branch track, substantially as herein set forth.

4. In store-service apparatus wherein a branch track leads from a main track on the side next the hangers of the main track, and a switch adapted to connect the branch track with the main track is employed, substantially as specified, the said main track cut clear through, as at L, to allow the passage of the car-frame as the car switches from the main track onto the branch track, substantially as herein set forth.

5. In store-service apparatus comprising main and branch tracks, as at A B, and a switch, as at C, connected to the branch track and adapted to close against the main track, and cars, as at D, adapted to the tracks, the combination, with the car-frame, of an arm, F, projecting from the frame below the track, and provided with an upturned end, f, and

said main track next the switch being provided with a diagonal slot, as at K', allowing passage of the end f of arm F as the car takes the switch, substantially as herein set forth.

6. In store-service apparatus comprising main and branch tracks, as at A B, and a switch, as at C, connected to the branch track and adapted to close against the :main track, and cars, as at D, having flanged wheels d', and also having arms F projecting from the frame below the track, the said main track provided with an upper diagonal slot, K, allowing passage of the car-wheel fianges, and with a lower diagonal slot, K', allowing passage of the ends j' of arms F as the car takes the switch, substantially as herein set forth.

7. In store-service apparatus, the car-receiving elevator M, constructed with a trackbar, M', adapted to receive the car from the end of the adjacent track, and provided with a yielding buffer-bar, l?, against which the car strikes as it passes onto the elevator, substantially as herein set forth.

8. In store-service apparatus, the combination, with the car-receiving elevator M and its,yielding buffer-bar P, of the spring-hook P2, substantially as herein set forth.

9. In store-service apparatus, the combination, with the car-receiving elevator M, constructed with a track-bar, M', adapted to re ceive the car from the end of the adjacent track, and provided with a yielding bufferbar, P, of a gravity-latch, R, between which buffer and latch the car is locked lonto the elevator, said car having an arm,'as at F, adapted to liftl the latch R, substantially as herein set fort-h.

10. In store-service apparatus, the combination, with the end of a track, as at A', at a receiving-elevator station, of a bar, S, pivoted to track A' at one end, a stop-block, T, on the bar S, a stop-pin, t', on track A', adapted to support the block T in the path of an arm, F, fixed to thelcar, when the receiving-elevator is lowered, and a pin, t, on the elevator adapted to raise the bar S and block T when the elevator is raised, to allow the car to pass onto the elevator, substantially as herein set forth.

l1. In store-service apparatus, the combination, with the end of a track, as at A', at a receiving-elevator station, of a bar, S, pivoted to the track, a stop-block, T, placed loosely on bar S, a spring, as at S', tending to draw the stop-block backward, a stop-pin, t', on track A', adapted to support the block T in the path of an arm, as at F, xed to the car, when the receiving elevator is lowered, and a gravity-latch, as at R', pivoted to track A', and adapted to be lifted by the car-arm F, and to lock behind the car as it passes it, substantially as herein set forth.

l2. In store-service apparatus, the combination, with the end of a track, as at A', at a receiving-station, of a bar, S, pivoted to the track, a stop-block, T, placed loosely on bar S, a spring, as at S', tending to draw the stopblock backward, a stop-pin, t', on track A', adapted to support the block T in the path of an arm, F, fixed to the car, a gravity-latch, as at R', pivoted to track A', and adapted to be lifted by the arm F as it passes it, and a spring, U, fixed to the end of latch R', and acting, when the bar S is lifted, to force the car forward onto the elevator, substantially as herein set forth.

13. In store-service apparatus, the combination, with the end of a track adjacent the carreceiving elevator, and provided with a stop to retain a car when the elevator is lowered, substantially as specified, of a gravity-latch, as at R', adapted to be lifted by the passing car, and a spring on the latch, which is adapted to be put in tension by the recoil of the car, whereby the car will be forced onto the elevator when the elevator is raised to the track and the car-retaining stop is shifted out of the path of the car, substantially as herein set forth. A

14. In store-service apparatus, the combination, with a car-track, as at A2, and a forwardingelevator,V, having an inclined trackbar, V', adapted to line with the track A2 when the elevator is raised, of astoplever, as at X, pivoted to the trackbar V', and a pin, y, on the track A2, adapted to shift lever X to release the car D when the elevator is raised, substantially as herein set forth.

IOO

IIO

IIS

IZS v 15. In store-service apparatu, the cornbadapted to be raised into line with the tracks nation, with a caitrack, as at A2, and a forat their termini, substantially as specified, of wardingelevator, V, having an inclined trackcords connected to the elevators, and pulleys 15 bar, V', and a stop-lever, X, pivoted to bar arranged to pass the cords horizontally to one 5 V', and adapted so retain car D on the trackside ofthe track, so as to hang in reach of the bar, substantially as specied, of a gravitysalesman or operator, substantially as herein latch, as at R2, adapted to be lifted by and to set forth. drop behind the car-frame when the car is run onto the elevator7 substantially as herein LOUIS GARDNER BOSTEDO' Io set forth. Witnesses:

16. In store-service apparatus, the combina J. F. CONWAY, tion, with the inclined car-tracks and elevators, H. E. MOORE. 

